Steam-superheater for boilers.



M. P. COX.

STEAM SUPERHEATER FOR BOILERS. A PPLIGATION FILED F212. 3, 1913.

1,690,688, Patented Mar. 17,1914.

3 SHEETS-SHEET 1.

M. F. 00X.

STEAM SUPERHBATER FOR BOILERS. APPLICATION FILED FEB.3, 1913.

1,090,688. Patented Mar. 17, 1914.

3 SHEETS-SHEET 2.

O o cv g o O 8 0 o G o 0 0 0 WITNESSES v INVENTOR M. F. 00X.

STEAM SUPERHEATER FOR BOILERS.

APPLICATION FILED FEB. s, 1913.

1,090,688. I Patented Mar. 17, 1914.

3 SHEETS-SHEET 3.

WITNESSES [4V Vb N T 0/8 v M Millard Case,

w gameys COLUMBIA PLANOGRAPH CO.,\VASHINGTON, n. c,

'UNTTED STATE PATENT @FFTfiE.

MILLARD F. COX, 0F LOUISVILLE, KENTUCKY.

STEAM-SUPERHEATER FOR BOILERS.

To all whom it may concern Be it known that I, MILLARD F. Cox, a citizen. of the United States, residing at Louisville, in the county of Jefferson and State of Kentucky, and whose post-oflice address is 2136 Park Place, said city, have invented certain new and useful Improvements in Steam-Superheaters for Boilers, of which the following is a specification.

My invention relates to steam superheater formed on the lower end of the throttle pipe and inclosed by two combustion chambers, extending from back flue sheet to front flue sheet.

The object of this invention is to supply superheated steam to the cylinders for the purpose of propelling locomotive and train. Its application, however, is not confined to this class of power. Wherever saturated steam is now used, this system of superheating may be applied, either in the form shown herewith, or in a modified manner. It may be adapted to all types of steam generating boilers.

One embodiment of the present invention is illustrated in the accompanying drawings, representing a locomotive boiler, and Figure 1 shows a longitudinal section along line 1-1 of Fig. 2; Fig. 2 a transverse section along line 2-2 of Fig. 1 with some parts cut away, and looking to the right of the drawing; and Fig. 3, another transverse section of the locomotive along line 3-3 of Fig. 1 looking to the left of the drawing.

The drawings show a locomotive boiler A with flue tubes 10 arranged in the usual well-known manner, connecting the fire box B with the smoke box C. The large flues, or combustion chambers 11, displace a number of line tubes, but there is a considerable gain in the effectiveness, due to the large area of the combustion chambers 11 and the high temperature of the passing gases. These combustion chambers 11, must not be considered as ordinary flues. They are more like auxiliary fire boxes. The steam generated in the boiler A enters the throttle pipe 12, from the dome 13 of the boiler A and passes down to the superheater pipes 14 through a T-pipe 15. Either of these supen heaters will supply independently suflicient steam for the cylinder; hence we have an extra one for breakdown service. In case of a failure, the-defective superheater is removed, the opening covered with blank flanges and the engine is immediately put Specification of Letters Patent.

Application filed February 3, 1913.

Patented Mar. 17, 1914. Serial No. 746,007.

back into service. The combustion chambers 11 serve not only to convey the heated gases from the fire box B to the smoke box 0, but to also brace together the front flue sheet 16 and back flue sheet 17. The gases, passing through these large fines, or combustion chambers 11, contribute their heat to superheating, or re-heating the steam as it passes through the nest of small pipe units let, in the direction of the single headed arrows. Instead of losing their heat, as in the ordinary boiler, a large proportion of it is absorbed by the superheater units, and the quality of the steam as well. as the volume is greatly increased. This effects an economy in both fuel and water. The corrugated section 18 of the combustion chambers provides for the unequal expansion of the material in the boiler, greatly increases the strength at the hottest portion of the chambers, and allows some flexibility, which is so essential in modern boiler construction, carrying high pressure steam. These combustion chambers 11 are made of steel, of smooth interior surface, seamless and continuous. They can also be made in sec tions, riveted or welded, or of corrugated design throughout where great strength and increased heating surface are desired. The smooth inside surface, free from all obstructions, is preferable for locomotive service, as it facilitates cleaning and repairing.

The ample size and location of the two combustion chambers equalizes the draft and produces a uniform friction throughout the tubes. The combustion of gases in the fire box, already greatly improved by the use of brick arches, is augmented by the combustion chambers.

At the rear end of the superheater is a cast receiver plate 19, and at the forward end thereof is a heavy front plate 20. The pipes lat are secured in a suitable manner in the receiver plate 19, as for instance by thread ing, expanding or welding, leaving a space between them. The receiver plate 19 is provided with a ring 19 having a spherical front face which fits closely in a correspondingly ground bearing in the lower bent part 26 of the T-pipe 15. The front plate 20 is similarly constructed with a spherical front face 20 which has been ground in place in the correspondingly shaped socket in the connecting chamber casting 21. Both the receiver plate 19 and the front plate 20 are thus seated in spherical bearings, the former in the T-pipe 15, and the latter in the steam collecting chamber 21, so that the entire pipe nest is adjustable within the combustion chamber 11 and independent thereof. The highly heated gases from the fire box pass from the combustion chambers 11, as indicated by the double headed arrows, and completely surround the outside of the superheater units until they reach the smoke box, after having passed the damper 22; this damper is situated so as to entirely control the gases coming from the combustion chambers 11 and is automatically adjusted or closed entirely when the engine is traveling down grade. The gases are conducted to the atmosphere by means of defleeting plates 23- and petticoat pipes 2 1- througdi the smoke stack 25 in the usual manner. The gases, when entering the combustion chambers are retarded by the elbow 26 of the T-pipe 15 and by the receiver plate 19 for a time, and immediately 1 upon passing the receiver the gases assume their highest velocity increasing with the speed of the engine. In order to still more restrict these gases, a series of baflle plates 27, 28,29, 30 and 31 are placed at intervals V in the combustion chambers, the superheater pipe 14 passing through the battle plates with reasonable freedom. The baffle plates may be of any desired form, but preferably of semi-circular shape, perforated with holes corresponding to the positions of the superheater pipes 14. These battle plates have different positions in the combustion chambers 11 and are arranged quartered, so as to'produce a whirling motion similar to that 'of a screw of very coarse pitch, thus distributing the ases completely to every part of the superheater units.

The saturated steam enters the superheater pipes from the boiler A, through the throttle pipe 12 and T-pipe 15, as soon as the throttle valve 32 is opened and the saturated steam is separated from the water when passing intothe superheaters. This throttle valve 32 is controlled directly by the engineer by means of a valve rod 36.

The highly superheated steam is conducted to the cylinders of the engine, by the ducts 33, from the collecting chamber 21.

The two branches of the T-pipe 15 have double walls forming a water jacket 34, around these branches, from a point above the water level down to where they connect with the combustion chamber shell. This is to avoid any possible interruption of the passing of the steam downward through the water. Instead of this Water jacket, the branches might be surrounded by a brick shell to the same effect. q

After havin started the fire in the fire box, the throttle valve 32 is, to begin with, kept closed'in order to temporarily confine the generated steam in the boiler. On open-- ing thefvalve the steam rushes out at a pressure varying from 150 to 200 pounds, and saturated with water continues in a solid column through the T-pipe until it reaches the receiving end of the superheater; here it is broken up and distributed through the nest'of pipes which will atoniize and superheat it, greatly increasing its volume. The steam thus superheated reaches an average temperature of 600 F. and theefficiencyof the locomotive or engine is thereby considerably increased. 3

In the present invention, 1 have sought to. deliver the superheated steam to the cylinder in the most direct way, and in the shortest possible time, avoiding circuitous routes which produce friction and loss by condensation. For this purpose thesuperheater tubes 14. are perfectly straight and require no bending nor special work in their application. None of the boiler tubes 10 are used for superheating, making this boiler entirely independent of them. The hot gases from the fire box are made to pass heating the saturated steam immediately upon leaving the throttle valve while its temperature is greatest, the loss ofheat is minimized and the eificiency is increased.

Some of the novel features and advantages of this construction are as follows: The combustion chambers connect the fire box and smoke box. The superheaters are self-contained and composed of straight small pipes which make it possible to remove each individual pipe or the nest of pipes as a whole. There is direct connection from the steam throttle valve to the super heater. 7 As the steam throttle and the throttle pipe, as well as all parts connected therewith, are situated directly under the dome 13, any of these parts can be easily of the dome, on removing the dome cap 35. Internal inspection of the boiler can be made at any time by a man entering through the dome opening, without removing the throttle valve. On account of the absence of dry steam pipes, increased boiler steam spaceis obtained.

' I claim:

V 1. A steam boiler having a plurality of flue tubes of small diameter extending from the fire box to the smoke box, a cylindrical combustion chamber of relatively large diameter also extending from the fire box to the smoke box, and battle plates positioned in said combustion chamberto compel the combustion gases to take a helical course therethrough; a-self contained superheater within said combustion chamber and a duct heater from the dome of the boiler, and a collector in the smoke box for collecting the steam from the superheater and conducting it to the engine cylinders; said duct forming an elbow with its horizontal branch situated within said combustion chamber and its vertical branch extending through the cylindrical Wall of the combustion chamber, said vertical branch having double Walls forming a Water jacket around said vertical branch.

2. A steam boiler having a plurality of flue tubes of small diameter extending from the fire box to the smoke box, a cylindrical combustion chamber of relatively large diameter also extending from the fire box to the smoke box, baflie plates positioned in said combustion chamber to compel the combustion gases to take a helical course therethrough, a self-contained superheater Within said combustion chamber, a duct leading the generated steam to said superheater from the dome of the boiler, a collector in the smoke box for collecting the steam from the superheater and conducting it to the engine cylinders; said duct comprising an elbow pipe Within said combustion chamber, and a stand pipe extending through the cylindrical Wall of said combustion chamber and opening into the dome of the boiler, and a throttle valve for closing said opening and means for regulating said throttle valve, said stand pipe having double Walls forming a Water jacket around said stand pipe.

MILLARD F. COX.

In presence of two Witnesses:

E. B. VAUGHAN, Doucnxs M. BAXTER.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents. Washington, D. G. 

